Turbo Tits

nice work! i suspect you jinxed yourself with that gtr badge

you have PM

a race across 800 metres, and he was only 1 1/2 lengths behind... and you say thats not standing next to a gtr? i dont think youre giving it the respect it deserves, but well done on the win.

lol @ roy.. i dont see how it can be so bad that one would be embarrassed to drive a car that literally EVERYONE would percieve as genuine! what about all the owners of stock GTRs? they arent that fast next to a nicely warmed up 'anything' turbo! so i think the "giving GTR owners a bad name" thing is a bit over the top. actually its kind of gay, because its silly. hehe

exactly @ above 2 posts! im sure there are a lot of people on here that wouldnt be able to wire up one of those MFDs all by themselves.

how much are these plates fitzpatrick? what size sump bolts does the rb30 block use? arent they smaller than GTR and prone to breaking on a hard launch in a gtr?

it gets frustrating when once source of reliable information says one thing, and another reliable source says another! heres what nengun offers from HKS, all with rods HKS 2.8L Kit Step 1 Rated 441kW(600ps) Compression ratio (Gasket Size) * 8.70 (t=1.2mm) * 8.4 (t=1.6mm) * 8.1 (t=2.0mm) Parts Included - Forged piston kit - Fully forged & balanced counter crankshaft. -H cross section connecting rods. * To cylinder block and baffle plate et cetera Escaping processing becomes necessary. HKS 2.8L Kit Step 2 Rated 588kW(800ps) Compression ratio (Gasket Size) * 8.70 (t=1.2mm) * 8.4 (t=1.6mm) * 8.1 (t=2.0mm) - Forged piston kit (nickel plated & piston surface has a final molybdenum coating). - Fully forged & balanced counter crankshaft. -H cross section connecting rods. * To cylinder block and baffle plate et cetera Escaping processing becomes necessary. HKS 2.8L Kit Step 3 Rated 882kW(1200ps) Compression ratio (Gasket Size) * 8.70 (t=1.2mm) * 8.4 (t=1.6mm) * 8.1 (t=2.0mm) - Forged piston kit (nickel plated & piston surface has a final molybdenum coating). - Fully forged & balanced counter crankshaft. - H cross section connecting rods. * To cylinder block and baffle plate et cetera Escaping processing becomes necessary.

You can buy child restraints from baby stores

yellow pages is your friend.

i dont know much, if anything about manifold design, but regarding how some of the primaries merges into one another... thats basically like the stock design isnt it? ie, just all the primaries feeding into a single length of pipe that just has a flange on it for the turbo. my train of though is that when two primaries meet into a single pipe, the gas velocity increases to make up for lack of volume. wouldnt that be good for reducing lag or something??? im sure theres tonnes more to it than that. someone educate me ) but yeah, it does look dodgy.

this is what UAS are trying to sell. dunno much about manifolds, what does everyone think?? from the UAS site: UAS STAINLESS EXTRACTORS FOR RB20 & RB25 FACTORY TURBO SUIT FACTORY TURBO IN FACTORY LOCATION MADE FROM QUALITY 3MM WALL STAINLESS WITH 10MM STAINLESS FLANGES. PRICE: $795.00 problem is, the picture they use to accompany the description is identical to the picture they use for their high mount manifold. idiots.

Id like to rig it up to the car doors, so it sounds like DeLorean from Back to the Future after a trip through time, when you get out.

http://www.fc-datalogit.co.nz/fc-datalogit.html

hi again cubes, it all sounds very impressive. the results are there for robo to make up his own mind whether to pursue this problem or not. i guess we will have to wait until somone actually solves the problem in the real world, not in a forum.

hey cubes, first off, simon from morpowa, and bill from ATS. secondly, we've tried a turbosmart E-boost and Blitz dual-SBC specR, no cheap parts. mate, a 2835proS, which we currently have on the car is huge in comparison to a 2530! they simply cannot be compared. the 2530 is barely much bigger than the standard turbo. your theory is viable if the turbo if big enough, in comparison with the engine's capacity, to provide enough volume at high revs, but the 2530 is not big enough. try dialing 17psi into a standard turbo and see if it holds at the top end, that is if the turbine doesnt fly off before then. dude, im not a bullshit artist, i keep to myself on this forum unless i truely believe, and have experience from first hand knowledge, that i can help someone out. this is one of those cases. Im trying to save this dude all the trouble and money my brother and i spent on this car. Tim is right, but not with every turbo application, hes assuming youve got a well matched turbo. take it to the extremes: take the standard turbo from a CA18DET and slap it on a RB30DET, do you really think its going to stay in its efficiency and be able to sustain any decent boost level at the top end, no matter how magical the EBC is, it cant fight the physical limitations of the turbo? we have all heard of turbos "running out of puff", this is exactly that. peace and many flowers for you

hi cubes, hmmm, i understand where you are coming from, and the way you explained it makes perfect sense on paper, but in practice with THIS setup, it doesnt seem to work that way. we are talking about a real-life example, and the results are on the table for all to see, not just with robo's car, mine as well, identical results. no matter how much sense your explanation makes, its not happening. if the turbo was capable of sustaining 17psi, it would have. ive already given the explanation told to me by 2 different tuners how know what they are talking about. the pieces fit, who am i to argue? maybe someone with more knowledge could fill in some blanks for us? surely, every turbine and compressor are designed to operate within certain parameters, which affects things like blade pitch, angle etc. what happens when those parameters the turbo was designed to best operate in are exceeded? my brain hurts, good night

it seems to be all due to excessive exhaust gasses. i've always thought that if you enlarged the wastegate, you would be able to bypass more exhaust, slowing down the exhaust turbine and hence bring the compressor back into its efficiency. does that sound right?

it seems to be all due to excessive exhaust gasses. i've always thought that if you enlarged the wastegate, you would be able to bypass more exhaust, slowing down the exhaust turbine and hence bring the compressor back into its efficiency. does that sound right? i know its not all about the exhaust turbine and housing that matters, but, we have a 2835proS on the 25 now and both the exhaust turbine and its housing is considerably larger than the 2530, and it sustains 17psi rock steady across the top end, and wants to keep going. its so easy to hit the limiter because there is no letting up in the power delivery. after a rebuild it would be interesting to see if we could find the point, if there is one, where boost drops off at the top end with this turbo. but i dont think id like to push it that hard

no offense, but i dont think you've had much, if any, experience with 2530's on rb25's, because if you had, youd know that you cant "up the boost all you want". if you have had experience with this setup, i really want to know how you did it, because it was a real pain in the arse i think if it was capable of sustaining 17psi at the top end, after all the tuning and trying different things, we would have been able to make it happen. now on a rb20, its a different story, smaller engine, less exhaust gasses. my good friend with a 2530 on his r32, making 240rwkw, can sustain up to and over 17psi across the top end. not trying to shit stir here, but im coming from direct experience in collaboration with 2 SA tuners.

no offense, but i dont think youve had much, if any, experience with 2530's on rb25's, because if you had, youd know that you cant "up the boost all you want". not trying to shit stir here, but im coming from direct experience in collaboration with 2 reputable SA tuners.

i'd question that little explanation you were given if i were you. but here's not the time or place for a debate. as long as your happy with your result, thats all that matters.

all very good and well, but id speak to anodizing professionals who are actually in the business before you make a firm decision.

you will never be able to sustain 17psi throughout the entire on-boost rev range with a 2530 on an rb25. 2 different tuners in here in SA explained from their experience that apparently there is too much exhaust flow from the rb25 at the top end, where the compressor is "spun out of its efficiency" and starts to "chop" the intake air rather than compress it. we were also running 17psi and it always dropped off to 13psi at the top end. in this case, its the turbo, not the EBC that is responsible for the pressure drop. Before we we're told this we had tried 2 different wastegate actuators and 2 reputatable EBC's, all to no avail. just be happy with the mid-range

When it comes to coating a surface that you want to radiate heat from, you want the thinnest coating possible as to avoid creating any kind of insulating barrier. Personally, i would avoid painting it, even a thin coat. My reasons being a light coat of paint from a pressure pack never gives a good consistent professional finish. The smoother you want the finish to be, the more layers you have to build up. The best thing to do is to have it anodized. Sure, it will cost more, but the end result will be a professional finish with flawless coverage consistency, much better than youll ever get with a pressure pack, and its thickness will be in the order of microns. Sure there are some things you can do yourself, and enjoy doing at the same time, but nothing is better than a done job right, even if you didnt do it.

If you are after the best possible result, take it to a plating business, by which i mean chroming/anodizing etc. just get them to dip it in one of their stripping/cleaning vats. the result will be far better than anything youll be able to achieve, and it would have cleaned it inside and out. ive done this before with various parts and have never been disappointed. its cheap, and saves you the time and trouble.